Clutch device for automobiles and the like.



VB. SETTERGBEN.

CLUTCHDEVICE FOR AUTOMOBILES AND-THE LIKE.

APPLICATION mso 1AN.24. 1913.

1,274,090. Patented July 30,1918.

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B. SETTERGREN. L CLUTCH DEVICE FOR AUTOMOBILES AND THE LIKE.

APPLICATION 'FILED IAN. 24. |913.

1,274,090. Patented July 30, 1918.

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UNITED sTATEs PATENT oEEIoE- BEENHAEnsETTEnG-Enmor CHICAGO, ILLINOIS,L AssIGiroE-,BY MES/NE AssmNMENTs,

To JoHNr. IGUEBINS, or cHreAGdrLLmors. Y

' CLUTCH DEVICE 'FOR AUTOMOBILES AND'THE LIKE. 'Y

concern To all whom it ma lgiat I, BERNHARD SETTER- Be it known t GEEN, a citizen of the United States, and a resident of the cityfor` Chicago, inthe .county lpart of .this specification.

In automobile constructions the vehicles have been propelled either'byimeans'of 'driving chains,usually ..driving'from a .jack shaft to the rear wheels orydriving direct from theengine yto the .rear axle-in either case a differential gear is requiredeither in .the jack shaft or in the rear axle sto enable the wlieelstodrive without slipping in ,turning a.curve. Wheresoever the differential gear has heretofore been connected in or on the shaft, it v.has been necessary to construct the shaft :in'two pieces vand at the present time 4a very considerable item of expense and a very prolific .source vfor expensein repairs is the construction in which a ,differential gear serves tOcOnneCt-thetwo axially alined shaft 1 sections .which ytogether comprise tlierear axle. This is notably true in shaft .driven cars and is also truehowsoever the carsmay bedriven. VIn consequencevarious ytypes of floating axles (so-called) .have'been devised, all of which., however, have `,proven more or less faulty .inconstruction with all of lwhich a weakened ,construction isl afforded Vbecause ofthe use yofa differential gear atsomepart of the structure'.

The object of this invention is to afford a clutch construction in which adiiferential gear is entirely vdispensed with and in lieu thereof' each ofthe driving wheels is rotatably secured upon the rear axle or shaft and .adapted to fbe positively` engaged byra clutchmember also on thesh'aft so that the driveof lthe axle 'maybe communicated directly toxtheywheels without loss or slippage. 'Y W .It-is also anobjectof the invention toaffordva construction =such thatwhen either ofthewheels on the axle travels at a higher .rate than the other,f.the outer or faster running wheel Vis yreleased for partly released ,from its.clutch,.thus permitting a ltruedif- 4specification of Let-tersratent.' *Patnted 3111.3730, 1918 applicationmeannuary24,1913. 'seriaimm'eaf I a curve. Y y, It is .also an'objeft of theyini'ention.to alffordfa clutch ,construction such `'that Yany rotation or partial rotation of the shaft in ei-therdirection serves to firmly'.` :bind :the wheels thereonin a manner to prevent slip? Plng-- d It is also' an object of ,the invention to` afford a construction viniwliich apowerful frictional A`clutch 'is yemployed 'to' communi# catev the drive' of the vaxle 'in either direc-` ferential action `of the Wheelsasin` 'turning'- tiontothewheel. 1

It is \"linally anobject of thepinvention to afford a construction whereby a positivelyv actu'atedclutch isl provided for each of the rear `or driving wheels and which act'eac'h independent'of, ut simultaneously with the other. f I

'The invention consists inthe matters vhere-` inafterdesoribed and'more fully pointed out and defined in the appended claims. 'In the drawings: Y

Figurell is a central section of a .construction embodying myjinvention,V showing the parts partly'in plan and showing the respective hubclutches, both out of action.

` Fig. 2 isa similar view showing .the 'huh clutches `engaged 'to positively lioldlvand drive ,the wheelstwiththe axles. A' Fig. 3 is an enlarged section of one of the clutches taken longitudinally of the shaft, showin'gth'e shaft in elevation. {Fig/lis 'a section Von line '5-'5 of Fig. 3.

Fig." 5` is 'a section online 6-'6 of Fig. 3. Fig. 6, is a plan view of theadjustin'gflevers, showing the pivot thereforjinzsection.

Fig. .7 ,is a plan View 'of one ofgthe adjusting'levers l AsV shown in 'the drawings:

l .'ndicates therear'axle ofthe or other power driven vehiclel and on which, as shown; is provided "a bevel gear 2, driven bya bevel .pinion' meshing therewithv and which lin ,turn is driven directly` from `the,

engine shaft 4. 5 Of course, friction wheels may be. employed 'ifl desired, in 'lieu of gears.

automobile,

"Rotatable oneach Y end ofthe rear axle are wheels 5. v'Iliese are of the ,usual-.orf any desired construction and as, sh` vv1 `1 ,'y a. collar 7, 'is pinned or otherwise 'secured on'the end ofthe axle .to

thereon.

Rigidly bolted on the inner. side ofeach wheel concentric therewith are the 'hub positively hold the; wheel :lutch members 8, each, as shown, afording a conical inner peripheral friction face extending inwardly to the inner surface of the central hub portion of said clutch members. A fillet or shoulder 11, is provided near each end of the axle and rigidly secured on the axle on the outer side of the illet is a collar l2, integral with which is an outwardly facing friction member or cam 13, having oppositely disposed inclined or angular faces on diametrically opposite sides thereof and facing outwardly. Bearing against the end of the hub is a sleeve 14, secured on which is an anti-friction sleeve 15, and rotatably secured on said yanti-friction sleeve 15, is a floating clutch member arranged for longitudinal adjustment on the axle and embracing a web 16, and a peripheral inclined face 17, complemental with the peripheral face on the cone member 8, secured to the wheel.

Rigidly secured yon the web 16, of said floating friction member by bolts 18 or otherwise, is a friction member or cam 19, complemental with the friction member 13, before described, and having inclined faces complemental therewith and facing the same, and arranged so that when in register the male clutch 16, may lie out of engagement with the female clutch member 8. As shown, links or levers 22, are provided one on each side of the axle and the -inner end of which are pivotally engaged on the ball shaped heads 23, of stud bolts 24, by means of a bearing block 25,which is bolted to the lever 22, while the outer ends of said levers 22, project into engagement with the female clutch member 8. Said stud bolts are set in` di ametrically opposite arms 26, of said floating friction member. As shown, each of said links or levers 22, is engaged by a cam yoke 27, the arms 28, of which are provided with cam faces 29, providing a pivot for said levers 22. Said yokes are swiveled to a stud shaft 30, which is rigidly secured to the collar 12, by pins 31.

The operation is as follows:

The length of said levers or links 22 is such that when the same are arranged paralvlel the axis or axle, the clutch members 8 and16 are held out of engagement, as shown in Fig. l. Movement of the shaft in either direction, at a greater rate than the rate of rotation of the wheel, however, serves to turn the friction member 13 slightly on the complemental friction member 19, the cam faces of which act on one another to force the lioating clutch member 16, outwardly away vfrom the friction member 13, and into driving engagement with the clutch member 8. (Of course the levers 22 are shifted out of parallel with the shaft by the movement of the axle relative to the wheel.) The very positive engagement thus assured, permits the delivery to the wheel of all the power imparted to the shaft. When the wheel rotates clutch member 16, inwardly away from the clutch member 8, effecting a temporary disengagement of the clutch members and simultaneously forcing the cam faces of the friction member 19, slightly over the cam faces of the friction member 13, into the position shown in Fig. 1; thus tending to slow down the clutch member 16, to the speed of the axle. But if the wheel 5, is still rotating faster than the axle, the engagement of the' end of the lever 22, with the inner face of the clutch 8, would cause the lever to be swung forward, thus permitting the cam faces of the friction members 13 and 19, to move over one another, forcingthe lioating clutch member outwardly and again permitting a temporary clutching action after which the entire cycle of events enumerated above would be repeated.

ln backing, of course, the same effects are produced. The moment the outer end of the lever passes center, the clutches are again brought into engagement, again rigidly securing the wheel upon the axle with the result as before described.

Very trifling stress is applied upon the links or levers 22. rlhe same serve only to push the clutch ymembers out of engagement during the brief interval that the connections of said levers on the floating friction ring are passing center. As shown, a cap 32 is secured to the inner peripheral brake flange of the hub cone cup 8, and extends be yond the fillet or shoulder 11, on the shaft inclosing all the operating parts.A lSaid hub cone cup 8, is also providedwith an integral outer peripheral portion 33, apertured to receive bolts for rigidly securing the hub cone cup upon the wheel.

I claim as my invention:

1. The combination with an axle and a wheel rotatable thereon, of a clutch member on said wheel, a second clutch member journaled on said axle adjacent the wheel clutch member, and adapted to positively engage the wheel clutch member when the axle tends to rotate at the same rate as -the wheel, levers on said second clutch member engaging said wheel clutch member acting to release said clutch members when there'is a differential rotation between the wheel and axle, and means associated with the axle and with said second clutch member acting to shift the second clutch member into engagement with the wheel clutch member when the axle tends to rotate at a higher rate than the wheel.

2. The combination with an axle and a wheel journaled thereon, of a clutch adapted to automatically connect the wheel and axle when both rotate at an equal speed, and pivotally mounted levers adapted to auto matically release the wheel from the axle by positive disengagement of the clutch when there is a differential rotation between the wheel and axle.

3. The combination with a driven axle, of a wheel journaled on the end thereof, a clutch member rigidly secured to the wheel, a clutch member journaled on the axle, and pivoted levers onsaid clutch member adapted to disconnect the last named clutch member from the other ciutch member when the axle rotates at a different speed from the wheel.

4. The combination with a driven axle, of

a wheel journaled on the end thereof, a clutch member rigidly secured to the wheel, a clutch member journaled on the shaft, mechanism adapted to rigidly connect the last named clutch member with the axle and to force the same to engage the other clutch member when the axle rotates at the same speed with the wheel, levers pivoted on said journaled clutch member and engaging said wheel clutch member, and means engaging said levers adapted to throw the clutch members out of engagement when the wheel rotates at a higher speed than the axle.

5. In a device of the class described, an axle, a wheel journaled on the end thereof, a. clutch member connected to the wheel, a complemental clutch member journaled on the shaft, a friction member rigidly connected to the last named clutch member, a friction member rigidly secured on the axle adapted to engage the first named friction member and shift the clutch member journaled on the shaft into engagement with the clutch member connected to the wheel, and mechanisms movably connected to said shaft-journaled-olutch member engaged by said first mentioned clutch member to separate the two.

6. In a device of the class described, an axle, a wheel jonrnaled onthe end thereof, a clutch member connected to the wheel, a

complemental clutch member journaled on the shaft, a frictionv member rigidly connected to the last named clutch member, a friction member rigidly secured on the axle adapted to engage the first named friction member and shift the clutch member journaled on the shaft into engagement with the clutch member connected to the wheel, and

means pivotally mounted on said shaft clutch member adapted to throw the clutch members out of engagement when said Wheel rotates at a greater speed than the axle.

7. In a device of the class described, an

axle, a wheel journaled on the end thereof,

a clutch member connected to the wheel, a complemental clutch member journaled on the axle, a friction member rigidly connected to the last named clutch member, a friction member rigidly secured on the axle, adapted by rotation of the axle to engage the rst named friction member and shift v tates at a' greater speed than the axle, a

8. In a device of the class described, an

axle, a wheel journaled on the end thereof, a friction member rigidly secured on the axle, yoked members thereon,'a clutch member rigidly secured to the wheel, a combined friction member and clutch member journaled on the axle adapted to engage4 said clutch member rigid on the wheel to couple the wheel to the axle, and vlevers pivoted on said combined friction member and engaging said wheel clutch member, said yoked' members adapted to engage said levers'to actuate the same to disengage said clutch members.

9. In a device of the class described, an axle, a wheel journaled on the end thereof, a clutch member rigidly secured to the wheel, ay friction member rigidly secured to' the axle, a combined friction member and. clutch member journaled on the axle adapted to be actuated by rotation of the friction member rigid on the axle to couple the wheel to the axle, and levers pivotally connected to the combined friction member and clutch member ournaled on the axle, said levers extending through slots into'the combined friction member and clutch member adapted to be actuated by differential move- Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

- Washington, D. C. 

